Brake system



J. W. LOGAN, JR

` BRAKE SYSTEM Filed Dec. 50, 1939 2 Sheets-Sheet l Oct. 22, 1940.

Oct. 22. 1940. v 1. W LOGAN, JR 2,218,613

BRAKE SYSTEM' Filed Dec. 30, 1959 2 Sheets-Sheet 2 INVENToR JQHN W. LOGANMR. BY Mv@ ATTONEY Patented Oct. `22, 1940 UNITEDSTATESJ y y e 2,218,611.3

PATENT oFFl/cE npelieerien Deeember so, 1939, serial Net 311,806

v 11 claims.

This invention relates to `vehicle brake sys-V tems of thev class embodying an electrodynamic brake combined with a friction brake, and more particularly to -control apparatus for such a brake systeml including interlock meansy coact-l ing with the dynamic brake -and the friction brake. y

In my United States Patent 1,991,903, issued February 19, 1935 and assignedto the assignee ofthe present invention, there lis disclosed a dual braking system comprising an electrodynamic brake of the eddy current type and a vspring brake mechanism, together with interlocking control means therefor, wherein the features of inventioninclude meansefor Withholding theapplication of the spring brake until the electric brake effect fadesto oner value during service brakingr and tol a higher value during emergency braking, and means for effecting selective operation of the spring brake mechanism to provide either a service braking force or anA emergencyy braking force.

The principal object of the present invention is to provide an improved brake system of the combined electro-dynamic and friction interlocked type, Which includesl the desirable features embodied in the braking system disclosed in the above patent, and which may be used vfor vcon-` trolling veither a single vehicle or a-'multiple unit train employing dynamic. brakes, rather than eddy current brakes. Y

Another object of the invention is to provide a dual brake system of the above type comprising dynamic brake means, spring actuated clasp brake means, and electrically actuated interlock means forv controlling both the vdynamic and friction brake means.

Other objects and advantages lof the invention will appear in the following more detailed description thereof, .taken in conjunction with the accompanying drawings, in Which Fig. 1 is a schematic fragmentary view of a vehicle truck, including one of the motor driven axles thereof andthe associated brakingy means constructed in accordance with the invention;

Fig. 2 is a sectionall viewvvtaken onthe line 2-2 of Fig. 1;

Fig. 3 is a reduced scalevviewillustrating a multipleunit train of thetype for'vvhich my improvedbrake system is primarily designed; Aand, Fig. 4 isa diagrammatic View of the dual brake controllingapparatus and electric circuits there- ,for as applied to one vehicleof a train.

vReferring to Fig. 1 ofthe drawings-,there is illustrated a portion of a railwayltruck; including a truck frame I0 and and axle assembly' II having associated therewith a simpliedbrake apparatusembodying features of the invention, it being understood that each vehicle in a multiple.V unit, train like that.4 shown in Fig. 3 may be providedv with -fouror more a motor driven wheel such brakngequipments. ,As shown in Fig. 1, the

wheel and axle assembly II is, adapted to be driven by a motor I2 .which is mounted on or in operativerelation With the axle, and is operativeat times `asia dynamicbrake. as hereinafter. explained. Suspendedfrromv the truckl frame. Il)l by means of brake hanger membersIS area. pair of rbrake shoe `elements I4, which arepivotally connected to the respective'hanger members and levers I5 and I1 by meansof pins' I5.V The brake lever I 1 is pivotally` connected to a stationary pin I8 carried by the truck frame, and is also operatively connected tothe brake lever I6 through the medium' of a tie rod 20,' the ends 'of which lef are pivotally .connected .to the lowermost portions of both brake levers. The brake shoe ele` ments I4 are thusfadapted .to be' yoperatedinto clasp braking relation With the associated wheel II when'the upper end of the'brake lever -IIJ is,v forced to the rightvas hereinafter explained;

According =to the inventionv vas illust-rated in Fig. 1, the upper end ofthe brake lever-:Hoarries -a pin 22 that vis pivotallyconnected to a brakeV rod 23, one endof which is connected' to a retractile service spring 25 anchored'on ay lugx26 formed on the truck frame, andthe opposite end of which carries a collar 21 and extends through an aperturein a spring casing 28, which is slidably supported by abracket 2li-formed on the frame. The'brake vrod 23 is disposed longitudinally of the truck frame Ill'andisadapted to be operated under the force ofthe service spring 25 for effecting `application of the brake shoes I4 to the wheel with service braking force as hereinaiter explained. v "n The springcasing 28 is hollow and'hasfmounted therein an emergency spring 3l), which is' interposed between `the end of the casing adjacent the collarw21 ofthe brake rod anda stationary spring seat element 3| carried by the truck frame I0. As shown in Fig. 2, the-.element 31 projects through an aperture 32 in the casing 28. The

of the friction brakes against the combined forces of the service spring 25 and emergency spring 38, the hand wheel being mounted on the truck frame I8 and operative to wind up a chain 34 which is connected to the upper end of the brake lever I5.

Under normal operating conditions, however, the service and emergency springs 25 and 38, and the associated elements of the friction brake mechanism just described, are adapted to be operated to and held in release position upon energization of electromagnetic means mounted on the truck frame I8, comprising a release coil 35 surrounding an enlarged soft.` iron core portion 36 of the brake rod 23, a service coil 38 which may be mounted on the release coil and in magnetic relation with the core portion 36, and an emergency coil 39, which is adapted to Areceive a soft iron core portion 48 formed on the end of the spring casing 28. AsA will hereinafter be ex-l plained, the release coil 35 is adapted to be energized by current supplied from the usual third rail or trolley and exerts sufficient force on the core portion 33 to move the brake rod 23 to release position against combined forces of the springs 25 and 38. The service coil 38 and emergency coil 39 are adapted to be energized by current supplied from an auxiliary battery, to vbe described, and exert suicient force on the respective cores 36 and 48 to maintain the service spring 25 and emergency spring 38 in their retracted or release positions, after the release coil has been energized.

As will be explained laterl iny connection with Fig. 4 of the drawings, the release coil 35 is energized through a circuit including a cut-out switch which may comprise a suitably insulated contact member 44 carried by the brake rod 23, and a spring-pressed contact member 45 mounted on the frame I8, which contact members are adapted to be disconnected when the brake rod is moved to release position as shown in Fig. 1.

As shown in Fig. 4` ofthe drawings, in which a preferred embodiment of my improved brake system is shown in diagrammatic form, four driving motors are provided for operating the respective wheel and axle assemblies I I of a vehicle adapted for train service, it being understood that each of the wheel and axle assemblies II shown in Fig. 4 is provided with friction brake means such as that shown inFig. l, including three brake controlling magnets or holding coils 35, 38 and 39.

The motors I2 of the vehicle are connected in series-parallel relation, each comprising an armature winding 58 and a iield winding 5I. For effecting operation of the motors I2 to drive the vehicle there is provided a propulsion contactor relay 53, which when energized as hereinafter explained supplies current from a third vrail shoe or trolley 55 to the motors by way of a circuit including a contact member `54, a conductor 56, the driving motors, a conductor 51, and a propulsion rheostat 58 connected to the ground at 58. It should be understood that suitable motor control equipment may be provided in addition to the rheostat 58 for governing operation of the motors.

'I'he motors I2 are adapted to be disconnected from the power supply circuit and operated in a dynamic braking circuit to apply braking force to the vehicle. For this purpose there is provided a dynamic brake contactor relay 68, which when energized while the propulsion contactor 53 is deenergized is adapted to establish a circuit including a positive junction point 6I of the motor circuit, a conductor 62, a relay shunt 64, the contact member 63 of the dynamic brake relay, a dynamic brake rheostat 65, a conductor 66, and thence by way of a negative junction point 61 to the motor circuit. The dynamic brake rheostat 65 is of course operative to vary the resistance included in the dynamic braking circuit for providing the desired braking effect.

A spring brake release relay 18 is provided for controlling movement of the spring brake mechanism associated with each of the wheel and axle assemblies I I from application to release position.l With the spring brake mechanism in application position so that the contact members 44 and 45 are engaged as hereinafter explained, the spring brake release relay 18 may be energized to establish a circuit including the third rail shoe 55, a conductor 12, a contact element 13 of the relay 18, a conductor 14, and a release coil bus wire 15, the fourv connected pairs of contact members 44 and 45, and the respective release coils 35 which are connected to the ground at 11.

An auxiliary source of electrical energy, such as a battery 88, is provided for supplying current to energize the service holding coils 38 and the emergency holding coils 39 associated with the spring brake mechanisms of the four wheel and axle assemblies II. As will hereinafter be more fully explained, the service holding coil circuit is controlled according to energization of a service holding relay 82, which controls a movable contact member 83. In like manner the emer-v gency holding coil circuit is adapted to be controlled through the medium of a local emergency relay 84 which is adapted to actuate contact members 85, 86, 81 and 88. Both relays 82 and 84 have slow release characteristics. In addition, a spring brake suppression relay 98 for controlling movable contact members 9|, 92 and 93 is provided for maintaining the service and emergency holding coils 38 and 39 energized when the dynamic brake apparatus is functioning to produce a predetermined braking effect, regardless of operation of the service holding relay 82 or the local emergency relay 84.

For controlling the various circuits for propulsion of the vehicle and for application of the brakes there is provided a controller device |88, which is lshown in Fig. 4 in diagrammatic form only, and may have any suitable construction desired. As illustrated, the brake controller |88 may comprise a rotatable drum operative to any of four positions, namely, propulsion, coasting, service and emergency braking positions, for establishing various connections from a battery contact element I8I to one or more of a plurality of contact elements |82, |83, |84, |85 and |86. A deadman emergency switch |I8 is associated with the brake and propulsion controller |88 for controlling a circuit including a master emergency relay III, which, as hereinafter ex plained, must be maintained in energized condition while the vehicle is operated with the brakes released. Ihe master emergency relay is adapted to control operation of a pair of movable contact members I|2 and ||3.

As hereinbefore explained, the brake controlling .equipment disclosed in Fig. 4 is adapted to form part of the brake system for an entire train, the train brakes being under the control of the motorman operating the controller |88 at a control station located in the leading vehicle of the train. According to the invention the brake system is further adapted to effect an emergency applicationof the :brakes in; the event ofi acci-l dental break-in-two .of thetrain, orin response Vtooperation of any of the conductors emergency tend throughout the train, and which are designated as a battery line ||5, andV emergency line I6, a servicev line ||1f, a release line ||8,v'a dynamic brake control line HS, a propulsion-line |20 andla conductor Aline `|2|.v Suitable'coupler mechanisms |23 'may be provided at the opposite ends of each vehicle for connecting the train lines when the'train is'assembled. It will be noted that the coupler |23 on the'last car of the train is adapted to be conditioned for connecting'the battery line ||5 by way of a conductor |24-to the conductor line -|2|.

Operation' When it is desired to condition the brake system for operation, thefcontroller |00 is moved to coasting position, while the deadman switch ||0 is closed andan emergency reset switch |25 is moved to its circuit closing position, whereupon the master emergency relay is energized through acircuit including thefpositive terminal of the battery 80, a conductor |26,-the rear coupler connection |23 including the conductor |24, the conductor train -line |2|, a normally closed conductors emergency switch |28, one of which is provided on each vehicle, and `further including a conductor |30, the'reset switch |25, a conductor |3|,'the deadman switch I0, a conductor |32, the Winding of the relayA I I, a grounded connection |33Y'and a grounded negative terminal |34 of the battery. Upon energization of themaster emergency relay the movable Contact member 'I |3 is actuated for closing the circuit from the conductor |30 by way of a conductor |35 to the conductor |3| for shuntingfout the yreset switch 25,'which may then be released;

At the same time, the contact member ||2v of the master emergency relay |||V is moved to its upper circuit closing position7 so that the spring brakerelease relay 10 becomes energized'byvway of a circuit which includes the battery80," the conductor |26, the battery train line ||5,-l a conductor,|40, Vthe contacter member`- |2 of the relay a supply conductor 4|, the Contact element |0| of the controller, acontact segment |43 thereof, the contact element |04, a conductor 44, the release line wire H3, a conductor |45,

thev contact `member 03 of the suppression relay Y90,'which is at this time deenergized, and fthence through'a conductor |46 and the winding'of the relay 10 to the groundat4 |41. Withrthe spring brake release relay 10 thus energized fronrthel battery, the contact member 13 thereof yis moved toits'circuit closing position for establishing, a circuit hereinbefore described, through' the medium Vof which the spring brake release coils 35Y become energized, assuming that the springfbrake 'mechanisms are initially in application position with the contact elements 44 and 4.5vengaged.

Meanwhile, both the service holding relay 82 and the local emergency relay 84 are Venergized for closing the energizing circuits ofV thevarious "serviceand emergency coils 38 and 39. The local emergency relay 84 is energizedrthrougl'i a circuit including the supply conductor"|4|, which as hereinbefore explained is at this time'connected to the battery 80, the connected contactfelements |0| and |02 of the controller, aconductor |50, the emergency line wire H6, a conductor 5|, the winding. of zthefrelay and to theground at |52'.

With the local emergency relay 84 thus energized, the emergency holding coils 39 become energized through a circuit including the battery, the conductor |26, the contactr member 88 of the re1ay, and a conductor |54 leading to Vthe four emergency holding coils, each of which is grounded at |55.

The circuit through which the service holding relay 82 is energized includes the supply conductor |4|,'the'connected contact elements |0| and |03, a conductor'l51, the service line wire ||1,`a conductor |58, the'relay winding and a grounded conductor |59. The service holding relay'82 when energized completes a circuit which includes the battery 80, the conductor |26, the contact member 83 of the relay, a conductor |6I, and the service holding coils 38, each of which is grounded as by a conductor |62.

Reerring to Fig. 1, the release coil 35 of each brake mechanism on becoming energized effects movement ofthe brake rod 23 and the associated elements of brake mechanism to release position, whereupon the contact element 44 is disconnected from the'contact element 45 to break the release coil circuit. e In Vso moving, the brake rod 23'stretches the service spring 25 and actuates' the spring casing 28 to compress the emergency spring 30, while the core portions 35 and 40 are substantially centered within the service coil 38 and emergency coil 39, respectively. Since theiservice andY emergency `coils are now energized, the brake rod 2,3 andother friction loralrer elements are maintained in their release position, although the release coil 35 has'become deenergized.

With the brake and propulsion system thus conditioned for operation', the vehicle or train may be set-in motion by movement of the controller |00 to propulsion position, in which the contact segment |43 bridges the contact elements |0|, |02, |03, |04 and |05. The brake release holding circuits already described are thus maintained'y energized, while in addition, the propulsion contactor 53 is energized by means of a circuit including the supply conductor Uil, the

. 'connected contact elements |0| andv |05, a conductor |10, the propulsion line wire a conductor |1|, the contact member 88 of the local emergency relay 84, a conductor |12, the winding of the relay-53 and a grounded conductor |13. When ther propulsion contactor relay 53 is energized, current is ysupplied for operating the driving motors |2' by way .ofthe third rail shoe 55, the contact member 54 of the relay, the conductor 56, the armature and held-windings of the motorsthel conductor 51 and motor rheostat 58.

If it is desired to eilect an .application of the brakes, the controller |00 may` be moved to serv ice position wherein electrical connection is made between the Contact elements lill, |02 and |05, while the'contact elements |03, |04 and |00 are isolated. The propulsion `contact-or relay 53 is -50lof 'the-motors l2 are at this time driven by thereby-deenergized for breaking the circuit from the associated wheels because of the momentum of the vehicle, the energization of the dynamic brake relay 60 renders the motor operative to effect dynamic braking as already explained.

Current flowing through the dynamic braking .circuit also effects energization of the spring brake suppression relay 90 by way of a circuit including one terminal |85 of the relay shunt 64, a conductor |86, the winding of the suppression relay 90, a conductor |8'|, the contact member 85 of the local emergency relay 84, a conductor |88, and the other terminal |89 of the relay shunt 54. sistor |90 is interposed between the conductors |87 and |88.

With the spring brake suppression relay 90 thus energized by current from the dynamic braking circuit, a suppression circuit is established forholding the service holding coils 38 energized independently of service holding relay 82, which suppression circuit includes the battery 80, the conductor |26, the contact member 9| of the suppression relay 90, and conductor |6| leading to the service magnets.

The service holding relay 82, which has a slow release characteristic, is meanwhile deenergized on movement of the controller |08 to service po`- sition, so that the contact member 83 of the service holding relay is dropped to its circuit opening position shortly after the dynamic braking current has been built up to energize the relay 90 as just explained.

It Will be noted that, with the spring brake suppression relay 9|! energized, the contact member 92 is disposed in circuit closing positionfor energizing the emergency holding coils 3S independently of the contact member 88 of the local emergency relay 84, and that the contact member 93 is held in its upper circuit closing position, so that the spring brake release relay '|0 is still energized through a circuit including the battery 80, conductor |28, a conductor |93, the contact member 93 and conductor |46. Although the release coils 35 are at this time deenergized, since the friction brake mechanisms are held in release position under the magnetic pull of the emergency and release holding coils 39 and 38, it will be understood that in the event of accidental movement of any of the brake mechanisms to application position, the associated release coil 35 will immediately become energized andrthus quickly return the brake mechanism to release position.

As the speed of the vehicle diminishes in response to operation of the motors I2 to effect dynamic braking, the motor current through the relay shunt 64 will eventually decrease below the drop-away value for the relay, whereupon the contact members 9| and 92 assume circuit opening position while the contact member 93 moves to its lower circuit closing position. 'Ihis movement of the contact element 9| of the suppressionrelay 90 breaks the holding circuit for service holding coils 38, which are thus deenergized for permitting each of the service springs 25, see Fig. 1, to pull the brake rod 23 toward brake application position, the brake lever |6 being thereby operated in conjunction with the tie rod 20 and brake lever |'l to move the brake shoe elements I4 into braking relation with the wheel and axle assembly l At the same time, the spring brake release relay 10 is deenergized by reason .of the movement of the contact member 93 of suppression relay 90 to. its 1oWerpoSitiO,n tbeine remembered It will be noted that a relay rethat the lcircuit including the release train line ||8is broken when the controller |00 is in service position. The release coils 35 therefore are deenergized during the operation of the friction brake mechanism to eiect a service application of the brakes.

If it is desired to eect anemergency application of the brakes, the controller is operated to emergency position in which the contact elements |02, |03 and |04 are isolated while the contact element |0| is connected to contact element |05. The dynamic braking circuit for energizing the dynamic brake relay 60 is thereby completed, so that the motors |2 are rendered operative to effect dynamic braking of the Ve hicle in the manner hereinbefore explained, while the spring brake suppression relay 90 is picked up by motor current in time to maintain closed the circuit :for the service holding coils 38 and emergency holding coilsy 39, it being understood that the service holding relay 82 and local emergency relay 84 are at the same time deenergized but drop their contact members after an interval due to their slow release characteristics. Upon deenergization of the local emergency relay 84, the contact member 81 thereof assumes its lower circuit closing position for maintaining energized the dynamic brake relay 68 through a circuit including the battery 80, conductor |26, the contact member and conductor |82.

When the contact member 85 of the emergency relay is dropped-to circuit opening position the circuit including the conductors |81 andl |88 normally `ley-passing the rel-ay resistor |90 -is brokenso that the resistor is inserted in the circuit for the spring brake suppression relay 90, thus requiring a higher motor current to sustain the relay. Consequently, as the speed of the vehicle is reduced, the diminishing of the motor current through the spring brake suppressio-n relay 90 to the drop-away value thereof will occur while the vehicle is still traveling at a higher speed than would be the case during a service brake application as already explained.

lThe dynamic braking effect of the motors is thus supplemented by the emergency braking force provided by the spring brake mechanisms while the vehicle is traveling at a relatively high speed. Y

It will be apparent that, upon deenergization of the spring brake suppression relay 90; the contact members 92 and 9| of the relay are dropped to their circuit `opening position for cutting oir supply of current to the several service holding coilsY 38 and emergency holding coils 39'. Referring. to Fig. 1, upon deenergization of the service and emergency coils both of the springs 25, and 30 are permitted to shift the brake rod 23 and associated friction brake elements to brake application position, the combined forces of the springs being thus eiective to cause application of the maximum emergencybraking force to the Wheel and axle assembly An emergency application of the brakesv may also be Yelected while -the vehicle is traveling along the track vby operation of either the conductors emergency switch |28 on one of the cars of the train, or by release of the deadman emergency switch Il!) at the forward control station. If either of these switches is moved to circuit opening position, the master emergency relay becomes deenergized, and the contact member 2 thereof moves to its lower circuit asians nection ,between `the..batt-.ery lsupply `line I -l 5 by way 'of the conductor 1140 witnthesupply conductor. il 4 l isz. broken, Iwhile ithe contact :member closes the kdynamic brake circuit previously traced, thus initiating...operation of the '.'motors toeffect'idynamicbraking while conditioningfthe controllingfrelaysfior subsequent operation of the,` sprin'g'brake mechanism as hereinbefore explained. At thesame'timacsince the circuit including the "supply'conductor 14| isisolated at the `.master'-'emergencyA Irelay LH l, the :propulsion contacter irelay 53 Will` be -fleenergil'ted aregardlessl of position of the controller |00.

@From the uforegoingsdescription of myimproved' rdynamicsand "automatic nfriction .brake controlling. Ysystem it `Will1-be `apparent that I have :provided a relatively simple and 'easily maintained electroresponsive brake i equipment which-mayv bei employed for controlling either a single vehicle or a multiple-unit train,-and which includes 'the safety features required for modern railway service.

While .a preferredembodiment of the inventin has beenrdescribed, itis notmy intention to limit-the scope thereof tofthat embodiment or otherwise 'than bythe terms of the appended claim.

- Having now described my invention, what I claim as new .and desire to secure by Letters Patent, is: v

. 1..-An electrically. controlled' brake system for a-vehicle=adapted for operation in a'train, comprising-motor means operable to generate current to eiect .dynamic braking, auxiliaryv friction brake meansbiased toward application position, electroresponsive holding -means operative' When energized toretain saidnfriction Abrake'fmeans in release position, a main holding vcircuit including a train' line conductor fornormallyenergizing 'said holding means, -a dynamic brakefcontrol circuit including anothertrain'line conductor -for f rendering Y'said imo-tor Vmeansy operative to effectv dynamicr braking, vcontrol means for energizing said dynamic braking control circuit and for *interruptingV vsaid main-1' holding circuit; 4and means "responsive to current piroduced'during dynamic braking to establish `anauXiliaryfholding circuit for energizing said holding means.

.i 2. AAn electrically controlled' brake rsysternffor ave-hicleadapted for-operation ina train, comprising motor means-operable' tov generate' current to eiect dynamic braking.:auxiliaryffric-k tion'fbrake means biased' toward application position, electroresponsive holding means operative when energized to retain said brake means in release position, a main holding circuit including a train line conductor for normally energizing said holding means, a dynamic brake control circuit including another train line conductor for rendering said motor means operative to elect dynamic braking, control means for energizing said dynamic brake contr-ol circuit and for interrupting said main holding circuit, and a friction brake suppression relay operative by a predetermined current generated by said motor means during dynamic braking to establish an auxiliary holding circuit for energizing said holding means.

3.v An electrically controlled brake system for a vehicle adapted for operation in a train, comprising motor means operable to generate current to effect dynamic braking, auxiliary friction brake means biased toward application position, holding relay means having a slow release characteristic and operative when energized to effect retention!ofzsaidfrictionrbrake l.in'eansrin release position, raimain; holdingfcircuitiincluding l.a 4train line.nconductorozfor. normally energizing q rsaid holdingsrelayemeans, a A.dynamic brake f control circuit including :another '-:trainl fline .-condu'ctor for Irendering said' motori means operative to effect dynamic' braking, `controlumeans .for simultane-y ously energizingxsaid dynamic ibrake control .circuit whilexinterrupting :said ymain holding vcircuit, and :a friction brake suppression :relay oper--l ativev by a `predetermined current .generated by said/motor fmeans duringA 'dynamic vfbraking to establishlanl auxiliary'holding'zcircuit for continuing' retention-r of vsaid friction v`brakemeans in release position uponf-deenergization of -saidfholding relaymeans. 1

. .l 4. An"r electricallyjicontrolled. brake system for: a vehicle adapted -for'operationin atrain, comprisingmotormeanseperable to generate currentto eect 1 dynamic braking,l auxiliaryi'fricton brake means bia'sed 'toward :application position, electroresponsive holding means operative when en# ergized--to retain said friction :brake means in release position, Yazmain. holding circuit including af-Itrain line conductor for-znormallyenergizing said holdingmeans, adynamic'lbrake control'circuity including another train line i conductor for' renderingfnsaid, motor; means :operative to effect dynamic :+braking,z and jmeansyoperative in. responsei --to interruption' of f said main holding 1 circuit ;:for le-energizing: 'saidy dynamic brakel control circuit. r Y

y5;'. -Infanelectric brake systemffor a vehicle in ai train, inA combination, vdynamic brake means, .a dynamic brake .relayl operative when. energized to cause dynamic;y braking, a circuit including a dynamic vbrake controlf line-extending .throughout the-ftrain for: energizing saidy dynamic'brake relay, emergency.A friction .brake means normally biased toward application .position,--,-holdingmagnet means for retaining :said 'friction brake means in release position,fa battery, anda-local emergency relay operative when yenergized to` supply current from said'battery to said holding magnet means andadapted when'deenergized to `interrupt said magnet circuit and said train line circuit'while establishing a circuit between said magnet and 'said dynamic brake relay, thereby effecting simultaneous application of said dynamic brake means andvsaid frctionbrake means.

.Y 6. In a control system' in a train, in combination, motor means for each vehicle in the train operable either forv propulsion'or vior dynamic braking, :a propulsion? relay foreach vehicle operative when energized to connect the associated motor means for propulsion, a dynamic brakerelay upon each vehicle operative when energized to cause dynamic braking, friction brake means for each vehicle normally biased toward brake application position, holding relay means operative when energized to retain said friction brake means in release position, and controller means carried on one oaf` the vehicles in the train and operative at one time to eiect energization of said propulsion relay and said holding relay on all vehicles of said train, and at another ltime to eiect energization of said dynamic brake relay while causing deenergizationof said propulsion and holding relays throughout the train.

7. In a brake and propulsion control equipment for a vehicle adapted for operation in a train, in combination, driving motor means, a propulsion relay circuit therefor, a dynamic brake relay operative to convert said motor means for dynamic braking, a service dynamic brake control circuit for energizing said dynamic brake relay, spring brake means, a normally .energized emergency relay operative on deenergization to effect application of said spring brake means and to interrupt said propulsion relay circuit, controller means. having one position for energizing said propulsion relay circuit and the circuit for said emergency relay, and having another position for energizing said service dynamic brake control circuit, emergency switch means operable to interrupt the circuit for said emergency relay, and an emergency circuit established upon deenergization of said emergency relay for energizing said dynamic brake relay regardless of the position of said controller means.

8. In a brakel system for a motor driven vehicle adapted for operation in a train, in combination, a dynamic brake relay operative to convert the vehicle motor means for dynamic braking, service spring brake means, emergency spring brake means, normally energized service holding relay means for effecting retention of said service spring brake means in release position, normally energized emergency holding relay means for effecting retention of said emergency spring brake means4 in.` release position, suppression relay means temporarily energized by a predetermined dynamic braking. current to effect retention of both spring brake means in release position, an emergency circuit established on deenergization of said emergency holding relay means for energizing said dynamic brake relay, and master control means operative to effect a service lapplication of the brakes by energizing said dynamic brake relay while deenergizing said service holding relay means, and operative to effect an emergency application ofthe brakes by energizing said dynamic brake relay While deenergizing both said service and emergency. holding relay means.

9.,InY a brake system for a motor drivenvehicle adapted for operation ina train, in combination, a dynamic brake relay operative to convert the vehicle motor means for dynamic braking,` service spring brake means, emergency spring brake means, normally energized service holding relay means for effecting retention of said service spring brakelmeans in release position, normally energizedemergency holding relay means for effecting retention of said emergency spring brake means in release position, suppression relay means temporarily energized by a predetermined dynamic braking current to eiect retention of both spring brake means in release position, an emergency circuit establishedon deenergization of said emergency holding relay means for energizing said dynamic brake relay, master control means operative to effect a service application of the brakes by energizing said dynamic brake elay while Vdeenergizing said service holding relay means, and operative to effect an emergency application by energizing `said dynamic brake relay while deenergizing both said service and emergency holding relay means, and emergency switch means independently operative to interrupt said service and emergency relay circuits while establishing a shunt circuit around said controller means for energizing said dynamic brake relay.

10. In a brake equipment for a vehicle adapted for operation in a train, in combination, dynamic brake means, dynamic brake relay means for rendering said dynamic brake operative, spring brake means biased toward application position, release magnet means operative when energized to move said spring brake means from application position to release position, holding magnet means for retaining said spring brake means in release position, slow release holding relay means for energizing said holding magnet means, a release relay controlling a circuit for supply of current to said release magnet means, switch means operable by said spring brake means in approaching release position to interrupt said circuit, a controller device operative to effect application of the brakes by effecting energization of said dynamic brake relay means and deenergization of said holding relay means and said release relay, and spring brake suppression relay means responsive to a predetermined current generated by said dynamic brake means for continuing energization ofY said release relay means and said holding magnet means.

11. In a control system in a train, in combination, motor means for each vehicle in the train operable either for propulsion or for dynamic braking, a propulsion relay for each vehicle operative when energized to connect the associated motor means for propulsion, a dynamic brake relay upon each vehicle operative when energized to cause dynamic braking, friction brake means for each vehicle normally biased toward brake application position, holding relay means operative when energized to retain said friction brake means inrelease position, and circuit means arranged so that both of said propulsion and dynamic brake relays are controlled by said holding relay means.

Y JOHN W. LOGAN, JR. 

